Fuel conditioning system for internal combustion engines



June 3, 1969 J. E. TRAFFORD 3,447,514

FUEL CONDITIONING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 30, 1967 INVENTOR JAMES E. TRAFFORD A rroms r United States Patent 3,447,514 FUEL CONDITIONING SYSTEM FOR INTERNAL COMBUSTION ENGINES James E. Tratford, 1272 Market St., San Francisco, Calif. 94102 Filed Jan. 30, 1967, Ser. No. 612,617 Int. Cl. F02b 47/02; F02m 29/02 US. Cl. 123-34 7 Claims ABSTRACT OF THE DISCLOSURE This invention relates to internal combustion engines, and more particularly to 'a novel system for conditioning the combustible fuel delivered to such an engine, whereby the engines etficiency may be increased through a more complete utilization of the power transmitting properties of the fuel.

One of the important objects of my invention is to provide an improved system for thoroughly vaporizing liquid fuel delivered to an internal combustion engine, thereby making possible the more complete combustion of such fuel to the end that the efi'iciency of the engine may be increased and the unburned residue may be reduced to a minimum to avoid the creation of a smog condition.

Another object of my invention is to provide an improved fuel conditioning system for internal combustion engines which is capable of producing a vaporized fuel containing suitable proportions of moisture, air and gasoline to increase the engines efiiciency.

A further object of my invention is to provide a fuel conditioning system of the kind characterized wherein automatic means, controlled electrically and in accordance with the engines operation, functions to increase or decrease the proportionate amounts of air and moisture introduced into the gasoline delivered to the engine.

A still further object of my invention is the provision of a rotable spiral wire mesh vaporizer enclosed in a tubular reservoir through which the fuel flows, the vaporizer functioning to break the fuel mixture into minute particles so the process of combustion may be more complete and such vaporizer being initially rotated upon the starting of the engine by an auxiliary electric motor, and then through the operation of the engine after the latter has been functioning for a predetermined period, there being provided automatic means to discontinue the electric motors operation and at the same time to operatively connect the vaporizer and the engine so the vaporizer may be rotated in accordance with the increased or decreased speed of the engine.

Other and further objects of my invention will be pointed out hereinafter or will be indicated in the appended claims or will be obvious to one skilled in the art upon an understanding of the present disclosures. For the purpose of this application, I have elected to show herein certain details of a fuelconditioning system for internal combustion engines which is representative of my invention; it is to be understood, however, that the embodiment of my invention herein shown and described is for the purpose of illustration only and that it is therefore not to be regarded as exhaustive of the variations of the invention in the art.

Description of the drawing FIG. 1 is a diagrammatic side elevational view of an internal combustion engine equipped with my improved fuel conditioning system;

FIG. 2 is a sectional view taken on the line 22 of FIG. 1;

FIG. 3 is a detailed view of the means for switching from an electrically controlled operating arrangement for the rotatable perforate vaporizer element to one that is controlled by the engine; and

FIG. 4 is a detailed sectional view taken on the line 44 of FIG. 1, showing the pressure relief means associated with the vaporizing casing.

Description of the preferred embodiment Referring to FIG. 1, a conventional internal combustion engine 10 is shown as having an air filter 11, a carburetor 12 and an intake manifold 13. Suitably mounted adjacent a side of the engine is a combined fuel reservoir and vaporizing unit 14. The vaporizing unit embodies a tubular casing 15 having an axial shaft 16 rotatably ex tending therethrough. Secured to the shaft 16 and rotatable therewith in a clockwise direction (FIG. 2) is a spiral wire mesh vaporizing element 17 comprising a suitable number of convolutions, preferably two or three. One end of the shaft '16 is coupled to an electric motor 18 which is connected in an electrical circuit 19 leading to a source of electrical energy such as a battery (not shown). The circuit is controlled by a switch 20 which is operated in the usual manner by an ignition key (not shown) insertable in a switch socket 21. The inlet end of the tubular casing 15 is connected by a fuel inlet conduit 22 to the carburetor 12, and the outlet end of such casing is connected to the intake manifold 13 by a fuel outlet conduit 23 having a screen 23a therein. To relieve any abnormal pressures which might develop inside the vaporizer casing 15 due to backfiring or premature explosions, I have provided an opening 24 in the side wall of the casing which is normally closed by a pivoted door 25 that is held in a closed position by a compression spring 26, such compression spring being under tension between an end flange 27 and the side of the casing. The door 25 is adapted to open automatically should a predetermined outward pressure build up in the casing, thereby avoiding possible damage to the casing and other parts of the system.

Mounted in the usual manner on a supporting member 28 at the forward end of the engine 10 is a rotatable shaft 29 having a pully 30 keyed thereto which is rotated in a clockwise direction by suitable means connected to the engine. The shaft 29 and the shaft 16 are in horizontal alignment and suitable means about to be described is adapted to connect and disconnect the shafts so that the shaft 16 and the spiral vaporizing element 17 may be rotated first by the electric motor 18 when the engine is started and then by the engine after the latter has operated for a predetermined period. The shaft 16 is secured to a sleeve 31 having outwardly extending flanges 32. Slidably mounted on the sleeve 31 but connected thereto by a suitable spline connection is a collar 33 which has a large clutch plate '34 secured thereto.

Pivotally connected to the flanges 32 and to the collar 33 are arms 35 having balls 36 on their outer ends. The large clutch plate 34 is adapted to engage with a clutch plate 37 secured to the shaft 29 when the collar 33 is actuated toward the clutch plate 37 by the outward movement of the balls 36 due to centrifugal force acting thereon, thereby causing the two clutch plates to engage with one another to connect the shaft 16 with the engine so the said engine and the spiral vaporizing element 17 will be rotated by the engine. So as to disconnect the motor 18 at the approximate time the clutch plates 34 and 37 engage with each other, I have provided an electrical switch 38 in the electric circuit, such switch being normally closed during the initial operation of the engine. The switch 38 is automatically openend by the clutch plate 34 engaging with a protuberance 39 on the switch as the said clutch plate is actuated by the outward movement of the balls, toward and into engagement with the clutch plate 37. Coiled springs 40 connected to the arms and to the collar 33 are adapted to return the arms 35 and the balls 36 inwardly to retract the collar and the large clutch plate 34 when the engines operation is discontinued or sufficiently retarded to allow the balls 36 to return inwardly, and at the same time the switch 38 is automatically closed by suitable means such as a spring (not shown) to again complete the circuit to the electric motor 18.

The carburetor 12 is connected in the usual manner to a source of liquid fuel supply by a conduit 41. Connecting the air filter 11 and the tubular vaporizer casing 15 is an air line or conduit 42 which is adapted to supply air and moisture to the inlet end of such casing. Suitably supported in an elevated position for the gravity feeding of water through a water supply line or conduit 43 to a metal water container 44 is a vessel 45 holding a supply of water. A control valve 46 connected in the water supply line 43 and controlled by a float 47 located in the water container 44 automatically controls the water level of the body of water in the container. To heat the container 44 so the water therein is vaporized, I have encircled such container with a heating coil 48 which is connected in the electrical circuit. A thermostat 49 is connected in the circuit to control the flow of electrical energy by the coil, and a rheostat 50 connected to the circuit provides means for regulating the electrical energy delivered to the coil. A rheostat 51 is connected in the circuit supplying electrical energy to the electric motor 18. The thermostat is set to discontinue the flow of electrical energy to the heating coil 48 after the water in the container 44 has become heated sutficiently to vaporize. The vapor resulting from the boiling action of the water in the container 44 is delivered to the air line 42 through a conduit 52.

A suitable control valve 53 is provided in the air line 42, such control valve having an operative arm 54 which is adapted to be actuated to turn the said valve to control the flow of air and moisture into the casing 15. Suitably mounted for pivotal movement within reach of the foot of the driver of the vehicle on which the engine is mounted is an inclined foot pedal 55 having a pivot pin 56 carried on its upper end portion. Connected at its ends to the pivot pin 56 and to an end of the arm 54 is a connecting rod 57. Also connected to the pivot pin 56 is conventional means 58 to control the flow of liquid fuel from the carburetor to the intake end of the vaporizer casing 15.

When the engines operation is commenced through the insertion of the ignition key in the ignition socket 21, the electric motor 18 functions to rotate the vaporizing element 17 in a clockwise direction. The fuel mixture from the carburetor and the conditioned moisturized air are simultaneously drawn into the intake end of the vaporizor casing 15 as the engine operates. As the fuel mixture proceeds toward the intake manifold of the engine it passes through the small openings in the spiral perforate vaporizing element 17 which is rotating in a direction which tends to oppose the flow through the casing. However, since the openings in the vaporizing element are not sufficiently small to materially retard such flow, the operation of the engine is not affected. The action of the vaporizing element on the fuel mixture as it proceeds through the vaporizer casing breaks the fuel mixture into minute particles and at the same time thoroughly mixes the fuel ingredients so a vaporized and highly combustible fuel may be delivered to the engine.

When the balls 36 have been actuated by centrifugal force to outwardly disposed positions the electric motor 18 ceases to rotate the spiral vaporizing element 17, and the clutch plates 34 and 37 then engage with each other to connect the engine with the said element.

When the foot pedal 55 is pressed downwardly to increase the flow of fuel, air and moisture into the vaporizer casing 15, the engine speed will be increased thereby effecting a corresponding increase in speed of rotation of the perforate vaporizing element 17 to maintain automatically the vaporized properties of the fuel mixture delivered to the engine. A suitable spring 59 is adapted to return the foot pedal 55 and other elements connected thereto to their original inoperative positions.

What I claim is:

1. A fuel conditioning system for internal combustion engines of the type having a fuel intake manifold, an air filter and a carburetor, the combination comprising:

(A) a fuel vaporizer casing mounted adjacent the en gine, and having (1) a fuel inlet at one end connected to the carburetor and the air filter, and

(2) a fuel outlet at the other end thereof connected to the intake manifold,

(B) a rotatable perforate spiral vaporizing element mounted in the casing to divide the fuel passing through the casing into minute particles,

(C) an electric motor to rotate the fuel vaporizing element for engine speeds below a predetermined speed, and

(D) means for coupling the fuel vaporizing element with the engine and de-energizing said motor at said predetermined speed.

2. A fuel conditioning system according to claim 1, wherein the spiral fuel vaporizing element is provided with an axial shaft extending through the casing and clutch means connected to the shaft and responsive to a predetermined engine speed to connect said shaft and said engine and to simultaneously disconnect said motor.

3. A fuel conditioning system according to claim 1, wherein said means includes a normally open electric switch in circuit with said electric motor, and said means is responsive to said predetermined engine speed to close said switch.

4. A fuel conditioning system according to claim 1 wherein said motor and said engine rotate said vaporizing element to provide a predetermined amount of resistance to flow of said fuel and air to said engine.

5. A fuel conditioning system as set forth in claim 1 wherein said casing includes an aperture in its wall and said system includes a door for normally covering said opening and a release means responsive to a predetermined pressure in said casing to enable said door to open.

5 6. A fuel conditioning system as set forth in claim 1 that includes:

restriction means interposed between said fuel outlet and said intake manifold to restrict passage of fire from said manifold to said casing. 7. A fuel conditioning system as set forth in claim 1 that includes:

a fluid container; a conduit connecting said container with said vaporizer casing; an electric heater disposed in heat exchange relationship With said container; thermostat means in circuit with said heater and responsive to the ambient temperature to actuate said heater and boil said fluid to provide fluid vapor to said vaporizer casing.

References Cited UNITED STATES PATENTS Trafford et al. 123-141 XR 10 LAURENCE M. GOODRIDGE, Primary Examiner.

US. Cl. X.R. 

